Narrative:

Upon departure we were cleared to depart in between 1 touch and go small aircraft and another small aircraft. The spacing was tight and upon the initial climb out, being concerned with noise abatement procedures, I decided to use best angle of climb. The small transport I fly was about 600 pounds under gross and that rate was initially about 1500 FPM. Even at best rate, we were gaining on the small aircraft ahead so I headed to the west (right) to continue the climb. This positioned us towards another small aircraft entering left downwind for runway 21. I continued the climb to steer clear of any more traffic which smo tower had not called to me. Around 3500 ft there was a scattered layer which I chose to top. I stopped the climb at 5500 ft to transition through the approach segment to burbank near filmore, then continued the climb up to 12500 ft. I did not know that I allegedly had busted the TCA. I thought I had traveled far enough west to miss it. If I had thought that I was close enough to the boundary of the TCA, I would have stopped the climb short of the scattered layer and then continued the climb later. If the IFR plan had not been cancelled, this alleged event would not have happened. The climb out of psp requires a steep climb gradient to proceed on the airway to 10000 ft to paradise VOR. This climb gradient that I had done in the morning was triggered by the traffic at smo on departure and visually seeing the scattered layer on my route of flight. This departure, if flown at normal cruise climb would not have caused a problem, but the events of stressful flying in the morning, working all day, family problems at home and seeing more clouds on my route of flight caused this misjudgement. I also had my TCA chart out of the los angeles basin while I was climbing, and I misjudged the distance as depicted on the TCA circle on the chart.

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Original NASA ASRS Text

Title: ERRONEOUS PENETRATION OF AIRSPACE. PROX OF TCA.

Narrative: UPON DEP WE WERE CLRED TO DEPART IN BTWN 1 TOUCH AND GO SMA AND ANOTHER SMA. THE SPACING WAS TIGHT AND UPON THE INITIAL CLBOUT, BEING CONCERNED WITH NOISE ABATEMENT PROCS, I DECIDED TO USE BEST ANGLE OF CLB. THE SMT I FLY WAS ABOUT 600 POUNDS UNDER GROSS AND THAT RATE WAS INITIALLY ABOUT 1500 FPM. EVEN AT BEST RATE, WE WERE GAINING ON THE SMA AHEAD SO I HEADED TO THE W (R) TO CONTINUE THE CLB. THIS POSITIONED US TOWARDS ANOTHER SMA ENTERING L DOWNWIND FOR RWY 21. I CONTINUED THE CLB TO STEER CLR OF ANY MORE TFC WHICH SMO TWR HAD NOT CALLED TO ME. AROUND 3500 FT THERE WAS A SCATTERED LAYER WHICH I CHOSE TO TOP. I STOPPED THE CLB AT 5500 FT TO TRANSITION THROUGH THE APCH SEGMENT TO BURBANK NEAR FILMORE, THEN CONTINUED THE CLB UP TO 12500 FT. I DID NOT KNOW THAT I ALLEGEDLY HAD BUSTED THE TCA. I THOUGHT I HAD TRAVELED FAR ENOUGH W TO MISS IT. IF I HAD THOUGHT THAT I WAS CLOSE ENOUGH TO THE BOUNDARY OF THE TCA, I WOULD HAVE STOPPED THE CLB SHORT OF THE SCATTERED LAYER AND THEN CONTINUED THE CLB LATER. IF THE IFR PLAN HAD NOT BEEN CANCELLED, THIS ALLEGED EVENT WOULD NOT HAVE HAPPENED. THE CLBOUT OF PSP REQUIRES A STEEP CLB GRADIENT TO PROCEED ON THE AIRWAY TO 10000 FT TO PARADISE VOR. THIS CLB GRADIENT THAT I HAD DONE IN THE MORNING WAS TRIGGERED BY THE TFC AT SMO ON DEP AND VISUALLY SEEING THE SCATTERED LAYER ON MY RTE OF FLT. THIS DEP, IF FLOWN AT NORMAL CRUISE CLB WOULD NOT HAVE CAUSED A PROBLEM, BUT THE EVENTS OF STRESSFUL FLYING IN THE MORNING, WORKING ALL DAY, FAMILY PROBLEMS AT HOME AND SEEING MORE CLOUDS ON MY RTE OF FLT CAUSED THIS MISJUDGEMENT. I ALSO HAD MY TCA CHART OUT OF THE LOS ANGELES BASIN WHILE I WAS CLBING, AND I MISJUDGED THE DISTANCE AS DEPICTED ON THE TCA CIRCLE ON THE CHART.

Data retrieved from NASA's ASRS site as of July 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.